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March 14, 1933. RERREN 1,901,709

METHOD FOR DRIVING INTERNAL COMBUSTION ENGINES Filed March 15, 1930 2Sheets-Sheet l INVENTOR' 7?UDOL F Eli RUN ATTO R N EYS March 14, 1933.R. ERREN 1,901,709

METHOD FOR DRIVING INTERNAL COMBUSTION ENGINES Filed March 15, 1930 2Sheets-Sheet 2 INVENTOR PUDOLF" [RA E/v M644 YQQ,

ATTORN EYS Patented Mar. 14, 1933 UNITED STATES PATENT OFFICE BUDOLFEBREN, OF BER-LIN, GERMANY METHOD FOR DRIIZVING' INTERNAL COMBUSTIONENGINES Application filed March 15, 1930; Serial No. 436,252, and inGermany June 1, 1929.

This invention relates to an improvement of my invention claimed anddescribed in my patent application Serial No. 436,073 filed March 15th,1930, and which relates to an internal combustion engine particularly bya two-stroke engine adapted for the employment of oxyhydrogen gas, orexplo-' sive gas as it is called, as a driving fuel for the engine and amethod for driving the same.

The invention particularly relates to certain measures for theprevention of accidents which may be caused by explosion or by excessiveheat.

For the said purpose the essential feature of the invention consists inthat in the beginning of the admission stroke 'both the admission andexhaust valves are closed and remain closed until the piston has passedthrough approximately 10% of its downward stroke. Thereby a rarificationof the air and a consequent cooling action has taken place within thecylinder. In the said position of the piston the admission valve opensup and admits the mixture during a portion of about 20% of the pistonway, whereupon it closes down again. It is evident, that the mixturewhich is now enclosed in the cylinder stands under a considerablesubatmospheric pressure, which is still further enhanced by a furtherdisplacement of the piston by another 10% of the piston stroke. At thismoment ignition is caused.

to take place, so that the exploding gas hits upon the piston while thelatter is rapidly travelling downwards. In this way any adverse eficctof the explosion on the piston movement is prevented. A short distance,approximately 5 to 10% of the piston stroke,

before the piston reaches its lower dead centre, the exhaust valve opensand the burnt gases are free to escape. On its return stroke the pistonthen scavenges the cylinder of any exhaust products which may still bepresent.

In the drawings showing preferred embodiments of the inventive idea:

Figure 1 shows diagrammatically the position of the piston within thecylinder at the beginning of the downward stroke.

Figure 2 shows the position of the piston during a further part of thedownward stroke when the admission "alve is opened.

Figure 3 shows the position of the piston during ignition.

Figure 4 shows the piston at the end-of the downward stroke.

Figure 5 shows diagrammatically a safe position of the piston at theupper dead centre.

. Figure 6 is a modification of Figure 5. V

Figure 7 is a diagram of work of an ordinary two-stroke engine having noheat transmission means.

Figure 8 is a diagram of work 0t an engine provided with heattransmitting means.

In the position shown in Figure 1 of the drawings, the piston is at thebeginning of its admission stroke, both the valves being closed during10% of the piston way, so that air is rarified within the cylinder. Thenthe admission valve is opened (Figure 2) and it remains open duringabout a further 20% of the piston way. The admission valve is thenclosed, the piston travels another 10% of its way and then the ign tiontakes place (Figure As shownin Figure 4, the exhaust valve is opened atthe end of the expansion, so that the gases are lead out during theupward movement of the I piston.

In engines working with oxhydrogen gas it is possible to allow a certainamount of compression but the pressure in the combustion chamber must inthat case always remain lower than a certain amount which corresponds tothe self-ignition temperature of the oxyhydrogen gas mixture. For thatpurpose, I prefer to leave such a large clearing space above the upperdead centre position of the piston that the compression pressure willremain within a safe margin below the above-mentioned highest pressure,i. e. under 35 atmospheres. The compression may be created either by themachine itself or by a special comp.essor. In Figures 5 and 6 theposition of the piston at which a self-ignition of the charge would takeplace is shown by the broken line 7). whereas the highest actual P0 lii4ll which the piston can assume is shown by the line a. In themodification shown in Figure 6 the as mixture is introduced into thecombustlon chamber by means of a compressor or a pump 0, so that themotor may be used as a two-stroke engine.

Another feature of the invention consists in that oxyhydrogen gasengines of the type 1 described may be driven with superchargers. Inoxyhydrogen engines, before the ignition takes place it is usually notpossible to pro rly transmit the created heat energies, as 't ere is nosuitable medium for this purpose. According to this invention, however,the missing medium is lntroduced into the cylinder from without, thismedium being either atmospheric air or any other agent, such as water,steam, or the like.

Figure 7 shows ,a diagram of work of an ordinary two-stroke internalcombustion engine which is not provided with a 'heat transmittingmedium. In this figure the line de represents compression, the line efis the ignition and the line f-Z is the v exhaust. The total diagramarea is designated by the letter 9. Figure 8 shows a diagram of work ofa similar engine provided with the heat transmitting medium.

It will be noticed that the area of the dia- 39 gram in Figure 8 islarger than the area of the diagram shown in Figure 7, the additionalarea being shown by the surface h v in Figure 8. This additional area hrepresents an increase in power due to the use of a heat transmittingmedium which does not take part in the combustion but is heated andexpanded. The area 72. represents a uniform increase of the usualdiagram area,

so that the uniform action of the forces driving the piston of acombustion engine is maintained.

What I claim is 1. A method of driving two-stroke internal combustionengines ,on oxyhydrogen gas, comprising the steps of keeping the valvesclosed during 10% of the admlssion stroke so as to create a rarefactionof air in the cylinder, then opening the admission valve and keepingsaid valve open during further 20% of the stroke, closing said valve andletting the piston move further 10% of the stroke until ignition takeslace, and opening the exhaust valve near tlie end of said stroke.

2. A method of driving two-stroke internal combustion engines onoxyhydrogen gas, according to claim 1, wherein the compression of theoxyhydrogen gas mixture is performed by a separate device, thecorresponding pressure being lower than the ignition pressure ofthe'oxyhydrogen gas charge.

3. A method of driving two-stroke internal combustion engines onoxyhydrogen gas, according to claim 1, wherein a medium is introducedinto the combustion chamber begas. I

In witness whereof I aflix my signature.

RUDOLF ERREN.

